Elastomerically sprung transom and bolster car truck



United States Patent [72] Inventor Richard L. Lich Town and Country.Missouri 63131 [2]] Appl. No. 720,585 [22] Filed April 11,1968 [45]Patented Nov. 10, 1970 [73] Assignee General Steel Industries. Inc.

Granite City, Delaware a corporation of Delaware [54] ELASTOMERICALLYSPRUNG TRANSOM AND BOLSTER CAR TRUCK 19 Claims, 7 Drawing Figs.

[52] U.S.Cl 105/182, 29/239, 29/401, 29/436. 105/133,105/197, 105/179,105/202. 105/206, 10512081 [51] 1nt.C1 B61c 3/00 B61f 3/04, B61f 5/00[50] Field ofSearch 105/133. 136,182,185.l97. 199.202,208,157.206.20812082129/239. 401, 436

156] References Cited UNITED STATES PATENTS 2,598,870 6/1952 Williams105/197 2,877,719 3/1959 Lich 105/197 2,908,230 10/1959 Dean.... 105/1822,981,208 4/1961 Sinclair 105/197 2,988,015 6/1961 Lich 3,286,65611/1966 Lich Primary Examiner-Arthur L. La Point AssistantExaminerl-loward Beltran At!0rneyBedell and Burgess ABSTRACT: Railwayvehicle trucks having framing comprising separate side frames supportedat their ends on the axles, and a transverse frame member supported onthe side frames by rubber pad devices of V-shape in plan spaced apartlongitudinally of the truck, with their apices pointed in oppositedirections lengthwise of the truck for permitting differentialequalizing movements of the side frames relative to each other throughvertical sheer in the pads while maintaining the side frames andtransverse frame member in substantially fixed relation in thehorizontal plane by the resistance of the pads to compression. Atransverse bolster is pivoted on a vertical axis to the center of thetransverse frame member and is slidably supported on the framing at thesides. At its ends the bolster mounts body support springs and means fortransmitting longitudinal forces between the bolster and a supportedbody. This arrangement permits free differential equalization byseparate side frames while maintaining the side frame in tram byproviding a rigid transverse frame member, yet permits the use of atransverse frame member of minimum weight by supporting the bolster atthe sides rather than at the center of the transverse frame member.Improved means is also disclosed for adjusting the height of thetransverse frame to compensate for wheel wear.

Patented Nov. 10, 1970 Sheet- ,1 of2 INVENTOR.

RICHARD L. .LICH BY i ATT RIV 5/5? Patented Nov. 10, 1970 3,538,856

Sheet 2 of 2 JNVENTOR. I RICHARD L. LICH ATTORN S ELASTOMERICALLY SPRUNGTRANSOM AND BOLSTER CAR TRUCK FIELD OF THE INVENTION The inventionrelates to railway rolling stock and consists particularly in a two-axlerailway vehicle truck of the type in which a'bolster, mountingbody-support springs, is swivelly supported on truck framing carried bythe axles.

DESCRIPTION OF THE PRIOR ART In railway trucks of the type in which thebolster is swivelly supported on the truck frame and mounts body-supportsprings, the bolster is usually supported at the center of the frame bya pivot bearing as, for example, in U.S. Pat. No. 2,877,719, and theframe has pedestal jaws at its corners to receive the axle boxes and issupported on springs carried by the axle boxes or by equalizing barsseated on the axle boxes. This construction requires a heavy transverseframe member because of the high bending moment caused by the centralsupport thereon of the bolster, and the weight of the frame is alsoincreased by the use of pedestal jaws to position the axle boxes.

SUMMARY OF THE INVENTION The invention provides a very lightweight, yetpositively trammedand fully equalized truck suitable for high-speedpassenger service, by mounting separate side frames directly on the axleboxes, supporting a rigid transverse frame member on the side frames bysubstantially upright V-shaped rubber elements pointed in oppositedirections longitudinally of the truck, pivoting the bolster to thecenter of the transverse frame member, and supporting the bolster at thesides of the truck.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a plan view of a truckembodying the invention, partially horizontally sectionalized alonglines 1-1 of FIGS. 2 and 3.

FIG. 2 is a side elevation view of the truck illustrated in FIG. 1 takenalong line 22 of FIG. 1.

FIG. 3 is a transverse vertical sectional view along line 3-3 of FIG. 1.

FIG. 4 is a plan view of a modified form of the invention.

FIG. 5 is a side elevation view of the truck illustrated in FIG. 4,partially sectionalized along line 5-5 of FIG. 4.

FIG. 6 is a transverse vertical sectional view along line 6-6 of FIG. 4.

FIG. 7 is an enlarged fragmentary longitudinal vertical sec-. tionalview along line 5-5 of FIG. 4.

DESCRIPTION OF THE PREFERRED EMBODIMENTS In the embodiment illustratedin FIGS. l-3 the numerals 1, 2 refer to spaced railway axles, eachprovided at its ends with wheels 3 spaced apart transversely of thetruck. Inwardly of wheels 3, bearings 5, preferably of the antifrictiontype, are mounted on axles 1, 2 and (through elastomeric sleeves 7)support the ends of longitudinally extending side frame members 9 whichare spaced apart transversely of the truck and are preferably of kingpost truss configuration, having a substantially horizontal top chord11, bottom chord 13 and, intermediate their ends, an upright strut orking post 15. At their ends side frames 9 are formed with convexsemicircular recesses to receive the elastomeric sleeves 7 on bearings 5and for holding the bearings, sleeves and side frames in assembledrelation, semicircular end caps 17 are removably secured to the endsurfaces of the side frames.

For connecting the side frames to each other and for maintaining them insquared or trammed relation, yet permitting their differential tiltingmovements in their longitudinal vertical planes, the windows defined ineach of the side frames by top chord 11, bottom chord 13 and strut areprovided with upright surfaces 19 at their outboard ends which areV-shape in plan with their apices pointing toward the center of the sideframe, and a transverseframe member comprising longitudinally extendingside members 23 formed with V-shape indentations at their ends toreceive corresponding V-shape resilient devicescomprising elastomericpads 25 interleaved with V-shape metal plates, side members 23 beingindented transversely of the truck intermediate their ends for a purposewhich will appear hereinafter.

Side members 23 are rigidly connected to each other by transverse beams27 spaced apart longitudinally of the truck and connected intermediatetheir ends by a longitudinally extending element 29, centrallyvertically cylindrically apertured as at 31 to receive a cylindricalboss 33 dependingfrom the center of transverse bolster 35, which is alsoformed at its end-portions with downwardly facing side bearings 37, bymeans of which it is supported directly on resiliently supported sidebearing plates. 39 on the upper chords 11 of side frames 9, there beinga resilient elastomeric pad element 41 between each side frame and eachside bearing plate 39 to accommodate the differential tilting of theside frames without interference with the sliding support of the bolsterthereon.

With the arrangement described, the transverse frame member 23, 27, 29is supported on the side frames by elastomeric sandwiches 25 and freetilting movement of the side frames with respect to the transverse frameis accom modated by sandwiches 25 yielding vertically in shear, relativetransverse and longitudinal movements of the side frames relative to thetransverse frame 23, 27, 29 being prevented by the resistance ofsandwiches 25 to compression longitudinally and transversely of thetruck. Because bolster 35 is supported directly on the side frames andnot on the transverse frame 23, 27 29, the latter may be of very lightweight construction and, in effect, since sandwiches 25 support only theweight of lightweight frame 23, 27, 29, the latter floats on the sideframes, all vertical loading passing directly from the bolster into theside frames. I

Bolster 35 is preferably provided at its ends with upstanding springs 38which are flexible transversely as well as vertically and support a carunderframe U. For preventing swivel between bolster 35 and carunderframe U and for transmitting longitudinal tractive and retardationforces therebetween, underframe U is provided at each side with adepending bracket B to the lower end of which is secured alongitudinally extended link 45 the other end of which is secured to acorresponding bracket 43 depending from the end portion of bolster 35.

Operation of the truck is as follows: During movement over track havingdiffering vertical irregularities in both its rails, differentialtilting movements of side frames 9 to assure constant contact betweenthe wheels and the rails and to assure equal distribution of load to thewheels is accommodated by the yieldability invertical shear ofsandwiches 25 and by yieldability in compression of pads 41 supportingside bearing plates 39 on the side frames, all vertical load beingtransmitted from the body through springs 38, the end portions ofbolster 35, side bearings 37, side frame side bearing plates 39 andelastomeric pad elements 41 direct to the side frames. Cooperatingbolster boss 33 and transverse frame cylindrical recess 31 function onlyto provide a pivot about a vertical axis and have no verticalload-supporting function.

In the embodiment illustrated in FIGS. 4-6, side frames 51 are ofgenerally truss shape having a bottom chord 53, top chord 55 and anintermediate strut or column 57. The end portions 58 of side frames 51are formed with concave semicylindrical openings 59 to receive axleboxes 5 which are surrounded by grommets or sleeves 7 of elastomericmaterial 2nd are secured to the side frames by semicylindrical end capsIn the windows formed in the side frames between the top and bottomchords and between columns 57 and side frame end portions 58' are seatedupstanding blocks 63 which are formed with a slightly sloping surface 65facing toward the center of the side frame, surface 65 sloping outwardlyand upwardly lengthwise of the truck and being of substantially V- shapein plan with its apex pointed toward the center of the side frame.Mounted on surface 65 of blocks 63 are similarly oriented springsconsisting of chevron or V-shaped rubber pads 67 interleaved with metalplates. A transverse frame member comprising a pair of transverselyextending beams 69 spaced apart lengthwise of the truck and connected attheir centers by a longitudinally extending member 71 is formed with alongitudinally extending side member '73 the end portions 75 of whichare curved outwardly transversely of the truck to clear side framecolumns 57 and their extremities 77 extend into the end side framewindows where they. formed with V-shaped recesses in plan slightlyinclined vertically outwardly and upwardly lengthwise of the truck, areseated on the upper and inner surfaces of elastomeric springs 67. Withthe arrangement as thus described, the side frames are substantiallysecured against relative movements with respect to transverse framemembers 69 and to each other by the resistance of springs 67 tocompression both longitudinally and transversely of the truck. However,some differential tilting of the side frames in their longitudinalvertical planes with respect to each other is freely accommodated by theyieldability of springs 67 in shear along the axis of their inclination.By virtue of inclination of springs 67 they are capable of supportingthe weight not only of the transverse frame 69, but also the weight of asupported body which is supported in part by their resistance tovertical compression and their resistance to shear vertically.

For supporting the vehicle body on trucks of this type, a transversebolster 81 is formed at its center with a depending cylindrical boss 83which is pivotally received in a cylindrical opening 85 in transverseframe central member 71, and immediately inwardly of the side framesbolster 81 is formed with downwardly facing bearing surfaces 87 whichare slidably received on upwardly facing bearing surfaces 89 ontransverse framing longitudinal side members 73 so that by virtue of theload being carried in close proximity to the supports of the transverseframing on the side frames, and pivotal relation only between thebolster and the central portion of the transverse framing, bendingmoments on the transverse framing will be minimized and the transverseframing can be made correspondingly light in weight and of lowerstrength then would otherwise be required. As in the first embodiment ofthe invention, at its ends bolster 81 is provided with substantiallyupright springs 38, preferably of pneumatic type, which are yieldable inshear as well as vertically to accommodate relative transverse movementsbetween the bolster and the supported vehicle underframe U, and the endportion of the bolster is also provided with a depending bracket 43 forconnection by means of longitudinally extending anchor links 45 tobracket B rigidly depending from underframe U, whereby to transmitlongitudinal draft and retardation forces between the bolster and theunderframe and to prevent swivelling of the bolster with respect to theunderframe, while freely accommodating such transverse and verticalmovements of the underframe as are permitted by springs 38.

Operation of the second embodiment of the invention is generally similarto that of the first embodiment as previously described, except that thesupport of the bolster on transverse framing side members 73 in thesecond embodiment, though requiring a slightly heavier and strongertransverse framing than the first embodiment, eliminates the need ofresilient means under the side bearing plate to accommodate relativetilting of the side frames lengthwise of the truck. Thus in the secondembodiment the entire body load is transmitted from through sidebearings 37, 83 into the transverse framing side members 73, 75 andthrough their extremities 77, springs 67 and blocks 63 into the sideframes, and thence to the wheels.

For ease in maintaining the body at its proper height from the railafter substantial wheel wear has occurred, spring-supporting blocks 63are formed with depending projections 91 which are vertically slidablyreceived in mating apertures 3 in the side frames. A registering opening95 in the lower portion of the side frame permits the insertion of alifter comprising a shank 97 and a disk-shape base 99. Lifter 97, 99 issufficiently long to protrude from the bottom of the side frame whenengaging the bottom of projection 91 in its uppermost portion, andsufficiently short to permit a power jack .l to be positioned beneathits base when the block 63 is in its lowest position. For elevatingblock 63, lifter shank 97 can be slid vertically into opening 95 untilit engages the lower end of spring block depending projection 93 andjack J can be positioned on a tie T or other fixed stationary element ofthe roadbed beneath base 39 and operated until the body is raised to itsproper height, after which one or more shims W1 can be inserted in thespace between block 63 and the upper surface of side frame bottom chord53. With this arrangement, even though vertical space between the bottomof the side frame bottom chord and the track is extremely limited, ajack can be readily used.

The details of the trucks disclosed herein may be varied withoutdeparting from the spirit of the invention and exclusive use ofmodifications coming within the scope of the appended claims iscontemplated.

lclaim:

1. A railway vehicle truck comprising a pair of wheeled axles spacedapart longitudinally of the truck, framing comprising separatetransversely spaced longitudinally extending side frames supported attheir ends on end portions of said axles and a rigid transverse frame,generally vertical elastomeric means resiliently supporting saidtransverse frame on said side frames and permitting longitudinal tiltingmovements of said side frames with respect to said transverse frame andto each other principally through vertical shear in said elastomericmeans but preventing substantial transverse and longitudinal movementsof said side frames with respect to said transverse frame principally byresistance of said elastomeric means to compression, a transversebolster, vertically unloaded means pivotally connecting said bolster tosaid transverse frame at the center of the truck for swivel movementabout a vertical axis, and cooperating means on said bolster and on theside portions of said framing forming the sole support of said bolsteron said framing.

2. A railway vehicle truck according to claim l wherein said bolstersupporting means are on said side frames.

3. A railway vehicle truck according to claim 2 wherein said bolstersupporting means comprise upwardly facing bearing surfaces on said sideframes and said bolster is formed with downwardly facing surfacesslidably engaging said upwardly facing surfaces.

4. A railway vehicle truck according to claim 2 in which said bolstersupport means include vertically resilient elements to accommodatedifferential tilting movements of said side frames longitudinally of thetruck.

5. A railway vehicle truck according to claim ll wherein said bolstersupporting means are on the side portions of said transverse frame.

6. A railway vehicle truck according to claim 5 wherein said bolstersupporting means comprise upwardly facing bearing surfaces on sideportions of said transverse frame and said bolster is formed withdownwardly facing surfaces slidably engaging said upwardly facingsurfaces.

7. A railway vehicle truck according to claim 1 in which saidelastomeric means are spaced apart longitudinally of said side frames.

8. A railway vehicle truck according to claim 7 wherein said elastomericmeans each comprises an elastomeric pad device of substantially V-shapein plan with its opposite surfaces of corresponding V-shape and with itsapex pointed inwardly longitudinally of the truck, there beingcorresponding V- shaped surfaces on longitudinally spaced apart opposingparts of said transverse frame and said side frames, the opposite 'Vshaped surfaces of each pad device engaging said corresponding surfacesof said transverse frame and the associated side frames respectively.

9. A railway vehicle truck according to claim 8 wherein seats for saidelastomeric elements are vertically slidably mounted on an upper surfaceof said side frame and form said V-shaped surface of said side frame,said side frames being vertically apertured beneath said seats, each ofsaid elements having a depending projection slidably received withinsaid side frame aperture.

10. A railway vehicle truck according to claim 8 wherein said pads arevertically disposed to support said transverse frame solely throughresistance of said pads to shear and said bolster support means are onsaid side frames whereby said transverse frame is free of thebolster-supported load.

11. A railway vehicle truck according to claim 10 wherein said bolstersupport means comprise opposing horizontal bearings on said bolster andsaid side frames.

12. A railway vehicle truck according to claim 11 wherein said opposinghorizontal bearings include vertically resilient elements to accommodatedifferential tilting movements of said side frames longitudinally of thetruck.

13. A railway vehicle truck according to claim 8 wherein said side framecorresponding surfaces are inclined upwardly longitudinally of the truckaway from said opposing transverse frame surfaces whereby said paddevices are stressed in compression as well as in shear by the verticalload of said transverse frame.

14. A railway vehicle truck according to claim 13 wherein saidtransverse frame is provided with upwardly facing bearings surfaces nearits sides, said upwardly facing bearing surfaces forming part of saidbolster support means.

15. A railway vehicle truck according to claim 7 wherein said sideframes are trusses having vertically spaced top and bottom chords, saidelastomeric means being located between said top and bottom chords, saidtransverse frame having longitudinally extending side members extendinginto the spaces between said side frame top and bottom chords and therebeing supported by said elastomeric means.

16. A railway vehicle truck according to claim 15 including uprightstrut means connecting said side frame top and bottom chordsintermediate their ends, and dividing the space between said chords intoseparate windows, said individual elastomeric means being located indifferent windows of each side frame, said transverse frame side membersbeing indented transversely inwardly intermediate their endssufficiently to clear said upright strut means.

17. A railway vehicle truck according to claim 16 in which said bolstersupport means comprises upwardly facing bearings on the upper chord ofsaid side frames over said strut means.

18. A railway vehicle truck according to claim 17 in which said bolstersupport means comprises upwardly facing bearings on the indentedportions of said transverse frame side members.

19. In a railway vehicle truck having a side frame element with ahorizontal top surface, a spring device supported thereon and comprisinga block having a horizontal bottom surface and an elastomeric pad devicesecured to a side of said block for resiliently supporting a truckmember through resistance of said pad device to vertical shear, avertical aperture through said side frame beneath said block, and aprojection depending from said block and being vertically slidablyreceived and. terminating within said aperture, and forming a verticalguide.

